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E6B CIRC Instructions
E6B CIRC Instructions
TM
E6-B
Circular Flight
Computer
Instructions
E6-B Circular Flight Computer Instructions
ASA-E6B-CIRC
2
Contents
Instructions for Using ASA E6-B Circular
Flight Computer.................................................................4
The Calculator Side............................................................5
Basic Arithmetic.................................................................8
Multiplication................................................................8
Division.........................................................................8
Conversions.......................................................................9
Nautical to Statute Miles............................................10
U.S. Gallons to Imperial Gallons................................11
Quantity/Weight Conversions.....................................12
Time, Speed, and Distance Problems.............................14
Feet Per Mile vs. Feet Per Minute....................................16
Fuel Consumption Problems............................................17
Using the Altitude and Speed
Correction Windows.........................................................19
True Airspeed and Density Altitude.................................19
True Altitude.....................................................................21
True Air Temperature........................................................21
Mach Index Arrow............................................................23
Converting Mach Number to True Airspeed....................23
True Airspeed from Mach Number and
Indicated Air Temperature...............................................24
True Altitude.....................................................................25
Pressure Pattern...............................................................26
Off-Course Problems.......................................................27
The Wind Side of the E6-B Circular.................................29
Addition and Subtraction.................................................30
Magnetic vs. True Winds..................................................30
Wind Triangle...................................................................31
Preflight Planning.............................................................31
Determining Winds in Flight.............................................34
True Course and Ground Speed.....................................37
True Heading and True Airspeed.....................................39
Off-Course Correction.....................................................41
Answers to Sample Problems..........................................45
3
Instructions for Using ASA E6-B Circular Flight
Computer
Your ASA E6-B Circular Flight Computer has two main
parts: a circular slide rule side for making quick calcula-
tions (Figure 1), and a wind side for computing ground
speed and wind correction angle (Figure 2).
4
Figure 2. The wind side.
5
the ability to solve problems associated with temperature
rise allowing you to find true air temperature, Mach num-
ber and true airspeed.
The 1 Hour triangle on the rotating disk is marked dif-
ferently than the other numbers. That is because most of
your problems will be concerned with time—“something”
per hour, either miles or gallons. Before you get to that,
you should learn how to read and interpret the numbers
on both portions of the slide rule side.
Rotate the disk until all of the numbers on the middle
scale match up with the numbers on the outer scale—10
will be at the top. However, that number “10” may be read
as “.1,” “1,” “100,” or “1,000” depending upon the context
of the problem. For now, read it as 10. The next number
to the right is 11, so each life (or mark) of calibration be-
tween the two numbers is equal to .1, and you would read
them as 10.1, 10.2, 10.3, etc. If you were solving a problem
involving 1,000 pounds of fuel, the number 10 would be
read as 1,000, and each calibration would be equal to 10
pounds, and the 11 would be read as 1,100 pounds (see
Figure 1).
Now look at the number 15 on the outer scale. Be-
tween 15 and 16 each calibration mark is equal to .2 and
would be read as 15.2, 15.4, etc. If you were solving a
problem with an airspeed of 150 knots, the first calibra-
tion past 15 (150 in this case) would be 152. The spacing
changes again at the number 30, where each calibration
becomes .5, and at 60, where each calibration equals 1.
Before you read a value from the disks, be sure you under-
stand what each line of calibration is equal to.
You will use the calculator side to establish ratios.
With the numbers matched, the ratio is 1 to 1 (see Figure
3). Set the number 1 (the rate arrow) directly opposite to
(or, “lined-up” with) 12 on the outer disk. Notice that all of
the numbers on the outer disk are exactly twice the value
6
of the numbers on the inner disk: 180 is opposite of 90, 40
is opposite of 20, 7.0 is opposite of 3.5. You will use these
ratios in solving time-speed-distance and fuel consump-
tion problems.
7
minutes. To convert minutes to seconds, place the rate ar-
row opposite to the number of minutes on the outer scale
and read equivalent seconds opposite to the “seconds”
arrow, just to the right of 35 on the inner scale.
Basic Arithmetic
Multiplication
Set unit index (10) beneath the multiplicand and
read the product above the multiplier. For example:
7 (multiplier) x 12 (multiplicand) = 84 (product)
1. Rotate so the unit index (10) on the blue disk is op-
posite the multiplicand (12) on the white disk.
2. Read the product (84) on the white disk above the
multiplier (7)
Remember that a given number on the computer such
as 25 can also represent 2.5, 250, 250,000, etc. Select
the value appropriate to the given problem. For example:
17 x 250 = ?
1. Rotate so the unit index (10) on the blue disk is op-
posite the multiplicand (250) on the white disk.
2. Read the product on the white disk above the mul-
tiplier (17)—the answer is 4,250.
Division
Set the dividend above the divisor and read the quotient
above the unit index (10). For example:
20 (dividend) / 4 (divisor) = 5 (quotient)
1. Rotate so the divisor (4) on the blue disk is oppo-
site the dividend (20) on the white disk.
2. Read the quotient (5) on the white disk opposite the
unit index (10) on the blue disk.
Remember that a given number on the computer such
as 350 can also represent 3.5, 35, 350,000, etc. Select
the value appropriate to the given problem. For example:
8
740 / 37 = ?
1. Rotate so the divisor (37) on the blue disk is op-
posite the dividend (740) on the white disk.
2. Read the quotient on the white disk opposite the
unit index (10) on the blue disk—the answer is 20.
Try these arithmetic problems:
(Answers are on Page 45)
1. 17 x 5 = ?
2. 12 x 60 = ?
3. 270 / 20 = ?
4. 180 / 3 = ?
Conversions
You can’t solve a problem unless the values agree. You
can’t mix statute and nautical miles, gallons and liters,
or Fahrenheit and Celsius. Your ASA E6-B Circular Flight
Computer makes it possible for you to convert between
values. To do this, place the converting arrow for one
scale opposite the corresponding arrow on the other scale
and read the value opposite each other on corresponding
scales. Align 10 on the inner scale with 10 on the outer
scale. Labeled arrows can be found on the inner and/or
outer scales for the following items:
• Nautical Miles, NM (near 66 on both scales)
• Statute Miles, SM (near 76 on both scales)
• Feet, FT (near 14 on the outer scale)
• Meters, M (near 44 on the inner scale)
• Kilometers, KM (near 12 on both scales)
• Imperial Gallons, IMP GAL (near 11 on both
scales)
• U.S. Gallons, US GAL (near 13 on both scales)
• Liters, L (near 48 on both scales)
• Pounds, LBS (near 36 on the outer scale)
• Kilograms, KG (near 17 on the inner scale)
9
Nautical to Statute Miles
Distances on some maps and charts are in statute miles.
Your airspeed indicator usually reads in knots, or nauti-
cal miles per hour. It is easy to convert between the two
values by using special markings on the slide rule side of
your flight computer. Knots can be converted to miles per
hour in two ways: (1) aligning the NM and SM arrows or (2)
using the NM and SM arrows on the outer disc. Look on
the outside scale on either side of 70 for markings labeled
NM and SM. Set the known value under the appropriate
arrow and read the converted value under the other (see
Figure 4). To convert 90 knots to statute miles per hour:
1. Set the arrow marked NM on the outer scale op-
posite of 90 on the middle scale.
2. Read 103.5 under the SM arrow.
10
1. Set 115 opposite of the STATUTE arrow.
2. Read 185 under the KM marking.
11
3. Read 53.3 Imperial gallons on the outer scale. Be-
cause Imperial gallons are larger than U.S. gallons,
the number of U.S. gallons will always be larger.
Quantity/Weight Conversions
Aviation gasoline weighs 6 pounds per U.S. gallon (see
Figure 7). For weight and balance calculations, aviation
gasoline weight-per-gallon can be determined by aligning
the US GAL arrow on the middle scale (near 13) with the
FUEL LBS arrow on the outer scale (near 80). Fuel gallons
are read on the middle scale and fuel weight on the outer
scale. To find the weight of 32 U.S. gallons:
1. Align the arrows.
2. Read 192 pounds on the outer scale opposite of 32
gallons on the middle scale.
12
Similarly, oil weight may be determined by lining the
US GAL arrow on the middle scale (near 13) with the OIL
LBS arrow on the outer scale (near 10). Oil gallons are
read on the middle scale and oil weight is read on the
outer scale (see Figure 8). To find the weight of 2 gallons
(8 quarts) of oil:
1. Align the arrows.
2. Read 15 pounds on the outer scale opposite of 2
gallons on the middle scale.
13
3. The same procedure is followed for the other con-
versions.
14
er 500 miles, so the outer scale is read as 500, not
50 or 5,000, which makes each large calibration
mark worth 10 nautical miles. The answer is 563
nautical miles.
Figure 10. Place the time index under ground speed, find
fuel endurance on inner scale, then read distance oppo-
site this number on the outer scale.
15
Try these time-speed-distance problems:
(Answers are on Page 45)
SPEED TIME DISTANCE
1. 125 KTS ___ 524 NM
2. ___ 2:30 345
3. 110 KTS 1:40 ___
4. ___ 0:24 44
5. 95 1:24 ___
16
Try these rate of climb problems:
(Answers are on Page 45)
GROUND SPEED FEET PER
REQUIRED FEET PER MILE MINUTE
1. 120 350 ___
2. 100 250 ___
3. 150 300 ___
17
When you paid for your fuel you noted on the delivery
ticket that it took 32 gallons to top the tanks. You flew four
hours and twenty minutes before stopping for fuel. What
was the average fuel consumption? This time the rate
arrow provides the answer (see Figure 13).
1. Set 4:20 on the inner scale—opposite of 32 on the
outer scale.
2. The rate arrow indicates the average fuel burn rate:
7.4 gallons per hour.
Figure 13. Set time flown opposite gallons and read fuel
rate above the rate arrow.
18
Using the Altitude and Speed Correction Windows
Altimeters and airspeed indicators are designed to give
correct indications under standard conditions at sea lev-
el. The consistency of the earth’s atmosphere does not
change linearly as you gain altitude; its density is affect-
ed by variations in temperature and pressure. The E6-B
Circular provides windows on the slide rule side so you
can allow for these variations when converting calibrated
airspeed to true airspeed or indicated altitude to true al-
titude.
19
4. Read the density altitude under the arrow in the
DENSITY ALTITUDE window.
20
True Altitude
True altitude is the exact height of an aircraft above mean
sea level (MSL). To find true altitude, use calibrated al-
titude (or indicated altitude if calibrated is not available)
and true air temperature. True altitude can be read directly
above calibrated altitude if the station altitude is unknown
or at sea level.
There is a pressure altitude of 15,000 feet, calibrated
altitude of 13,500 feet, true air temperature of -20°C, and
ground station altitude of 1,200 feet. Find the true altitude
above ground and sea level.
1. Find 22 on the outer blue scale and move inward
towards the center of the disk to find the True Alti-
tude Window.
1. Align pressure altitude (15,000) with true air tem-
perature (-20°C)
2. Subtract station altitude from calibrated alti-
tude to find calibrated altitude above ground:
13,500 − 1,200 = 12,300 feet.
3. Find calibrated altitude above ground (12,300) on
the outer blue scale and read true altitude above
ground (12,000) on the outer white scale
4. Add station altitude to true altitude above ground to
get true altitude above sea level: 1,200 + 12,000 =
13,200 feet.
21
The Ct tab is marked with a straight hairline for .8 and
a curved line with the Ct plotted for values between .6 and
1.0. The .8 Ct is the most common coefficient. The dashed
lines apply to the standard sea level temperature of +15°C.
The solid lines apply to the standard stratosphere temper-
ature of -55°C. When flying between sea level and 35,000
feet you need to interpolate between the two lines. True air
temperature can be computed by subtracting temperature
rise from the indicated air temperature.
This function will also display the Mach number and
true airspeed.
With a calibrated airspeed of 500 knots, pressure alti-
tude of 15,000, and indicated air temperature of 30°C, find
true air temperature (see Figure 15).
1. Using the Cal Airspeed Kts window (below the 1
hour rate index), align pressure altitude (15,000)
below calibrated airspeed (500).
2. Using the Ct tab, place hairline at intersection of
indicated air temperature (30) and rising line in the
Indicated Temperature window.
3. Read temperature rise indicated by arrow (49) and
subtract from indicated air temperature (30 − 49 =
-19°C).
22
At a calibrated airspeed of 400 knots, pressure alti-
tude of 20,000 feet, indicated air temperature of 10°C, and
coefficient of .6, find the true airspeed and Mach number.
1. Place calibrated airspeed (400) above pressure
altitude (20,000).
2. Rotate Ct tab so .6 intersects the indicated air tem-
perature (10°C).
3. Read true airspeed (535) and Mach number (.85).
23
In Figure 16, at an outside air temperature of +15°C
and Mach 1 (10 on the outer blue scale), read 645 knots
on the outer scale.
24
Figure 17. Find true airspeed with Mach number and indi-
cated air temperature.
True Altitude
When the air is colder than standard your altimeter can
mislead you into thinking you are higher than you actually
are. Determine true altitude by the following steps:
1. Determine pressure altitude by setting 29.92 mo-
mentarily on the altimeter.
2. Set pressure altitude next to outside air tempera-
ture in the altitude correction window.
3. Subtract station altitude from indicated/calibrated
altitude to determine calibrated altitude AGL.
4. Find calibrated altitude AGL on the middle scale
and read the correction to station altitude on the
outer scale.
5. Add the correction to station altitude to get true al-
titude MSL.
If the station altitude is unknown, read calibrated al-
titude MSL on the middle scale and true altitude MSL on
the outer scale.
In Figure 18 the pressure altitude is 10,000 feet, sta-
tion altitude is 5,000 feet, outside air temperature is -19°C,
25
and your indicated (calibrated) altitude is 12,000 feet. The
difference between 5,000 feet station altitude and 12,000
feet indicated altitude is 7,000 feet. Opposite 7,000 feet on
the middle scale read correction to station altitude (6,600
feet) on the outer scale—5,000 feet plus 6,600 feet equals
11,600 feet true altitude.
Figure 18.
Pressure Pattern
The shortest route may not be a straight line when you
cross a weather system. This rule of thumb is most useful
for trips longer than 300 NM and when crossing a high
or low system. Flying south of the straight line gets bet-
26
ter winds. For efficiencies, you will want to fly a constant
heading rather than crabbing left then right. To do this,
you need to apply a crosswind component. Knowing your
groundspeed and pressure along your route you can plot
the offset of the minimum crab path.
To calculate the crosswind component using the E6-B
Circular computer:
• D = radio altimeter reading minus pressure altim-
eter reading.
• D1 and D2 designate first and second readings re-
spectively, taken with an intervening time interval.
• In the northern hemisphere if D2 − D1 is positive,
wind is from the right. If D2 − D1 is negative, wind
is from the left. In the southern hemisphere this
rule is reversed.
Given D1 is 520 feet and D2 is 200 feet, the distance
traveled between readings is 320 NM and mid-latitude is
43° N. Find the crosswind component:
1. D2 − D1 = 200 − 520 = -320 feet. Place 320 on the
outside disk opposite the distance traveled (340)
on the blue scale.
2. Rotate the Ct index tab until hairline passes through
43 degrees on latitude scale. At the end of the hair-
line read the crosswind on the outside scale (29.5
knots). Since D2 − D1 is negative and flight is in the
northern hemisphere, the wind is from the left.
Off-Course Problems
When you navigate by pilotage, you will occasionally find
your airplane has drifted off the planned course due to the
wind. If you find yourself over a landmark to one side of the
course line you should be able to estimate the distance
you have drifted off course (the scale of sectional charts
is 8 statute miles to the inch), and your flight log should
help determine how far you have flown and how far it is to
your destination.
27
Two computer setups are required. The first will give
you the heading correction necessary to offset wind drift,
or “course to parallel.” On the middle scale, set the dis-
tance flown opposite of the distance off course on the
outer scale; the rate arrow points to the degrees of head-
ing change to parallel the course.
Example: After flying 125 miles, you note that you are
8 miles off course (see Figure 19).
1. Set 125 on the outer blue scale to line up with 8 on
the outer white scale.
2. Read approximately 3.8° at the rate arrow.
28
Figure 20.
Figure 21.
29
Addition and Subtraction
Addition and subtraction can be done on the wind side of
the E6-B Circular for numbers up to 360, using the outside
scale of the top disc and the curving scale either side of
the TC index on the middle scale. This curving scale can
be read as high as 180 to the left and 360 to the right.
For example, add 27 and 48:
1. Align 27 (on the blue scale on the transparent inner
disk) with TC index.
2. Since you are adding, move right of the TC index
along the black scale to 48 and find the answer
above (75).
Another example, subtract 27 from 48.
1. Align 48 (on the blue scale on the transparent inner
disk) with TC index.
2. Since you are subtracting, move left of the TC in-
dex along the black scale to 27 and find the an-
swer above (21).
30
Wind Triangle
The E6-B Circular wind side uses a variation of the con-
ventional wind triangle to compute wind correction angle
(WCA) and groundspeed (GS). The E6-B Circular applies
headwind or tailwind to the true airspeed line to compute
ground speed. As the WCA increases to 10° or more, the
effective true airspeed scale (located left of the TAS index)
must be used rather than true airspeed to find accurate
ground speed.
Two wind scales on the horizontal and vertical lines ra-
diate from the center of the computer for low speed (0-80)
or high speed (0-160) computations. Use only one scale
at a time; they may not be used interchangeably for a sin-
gle computation. Use the large scale (0-80) if the wind is
less than 80 knots or MPH. Use the small scale (0-160) if
the wind is more than 80.
On the middle blue disc there are 2 crosswind scales
with units of 1, 1-1/2, 2, 2-1/2, etc. and larger units of 10,
11, 12, etc. Use the scale applicable to your airspeed. If
the crosswind component is less than 10% of the true air-
speed, the WCA should be read on the lower scale.
Preflight Planning
Remember: Two wind scales on the horizontal and vertical
lines radiate from the center of the computer for low speed
(0-80) or high speed (0-160) computations. Use only one
scale at a time; they may not be used interchangeably
for a single computation. Use the large scale (0-80) if the
wind is less than 80 knots or MPH. Use the small scale (0-
160) if the wind is more than 80.
To determine ground speed and wind correction
angle you must know four things: true course (or magnetic
course and variation), true airspeed, true wind direction,
and wind velocity. The winds aloft forecast provides the
latter two; true course is measured directly on your sec-
31
tional or WAC chart, and TAS is either converted from
indicated airspeed in flight or taken from the airplane’s
performance charts during preflight planning.
For example: You have laid out a course on a sectional
chart and measured it to be 130° true using your plotter
(140 magnetic, 10° W variation). The winds aloft forecast
calls for the wind at your chosen altitude to be 100° at 40
knots, and the performance data for the airplane says that
you can expect a true airspeed of 180 knots at that altitude
(see Figure 22).
1. Rotate the blue disc to set the TAS INDEX to 18
(180 knots).
2. Rotate the top disk to set true course (130) at the
TC INDEX.
3. Place wind dot at intersection of wind direction
(100) and wind velocity circle (40 knots).
4. Read crosswind component on scale below dot
(20 knots left crosswind).
5. Find crosswind component (20 knots) on outer
scale and note WCA below (6+).
6. The wind dot shows a left crosswind therefore a
left crab so we subtract crab angle from magnetic
course to get magnetic heading: 140 – 6 = 134 de-
grees magnetic heading.
7. Return to the wind dot and read directly to the right
of it to find a headwind of 35 knots. Subtract head-
wind from TAS to find ground speed: 180 – 35 =
145 knots ground speed.
32
Figure 22. Set TAS, TC, and wind to find crab, MH and
ground speed.
33
Here are some sample problems:
(Answers are on Page 46)
TRUE
WIND WIND TRUE TRUE GROUND
DIREC. VELOCITY COURSE TAS HDG SPEED
1. 240 38 300 165 ___ ___
2. 040 43 150 140 ___ ___
3. 330 25 020 180 ___ ___
4. 110 18 260 225 ___ ___
34
the headwind or tailwind component you will spot
on the computer. In this example, 132 (ETAS) – 120
(GS) = 12 headwind.
6. From the 12 headwind figure, draw a line to the left
(left crab indicates wind from the left).
7. Determine the crosswind component. Read the
crosswind scale on the middle disk at 20 to find a
48 knot crosswind component. From the horizontal
crosswind line at the 48 position draw a line up-
ward.
8. Find the point of intersection of the two lines to de-
termine the wind dot. Its position indicates we have
an actual wind from 104 true at 48 knots (see Fig-
ure 24).
If you have GPS, the direct track readout is used in-
stead of true heading. Correct for variation, because the
direct track information is magnetic.
35
Figure 23.
36
Figure 24.
Sample problems:
(Answers are on Page 46)
TRUE TRUE GROUND WIND WIND
HDG COURSE TAS SPEED DIREC. VELOCITY
1. 320 315 140 128 ___ ___
2. 175 160 150 115 ___ ___
37
5. Rotate wind disc 7° (WCA) to the left and note new
crosswind component of 24 knots (see Figure 26).
6. Note 24 knot crosswind component on outer scale,
use 6° correction on inner scale.
7. Correct for 1° error in alignment of TC index and
read TC now at true index (228°).
8. Look to the right of the wind dot to find a 7 knot
tailwind component.
8. Add 7 knot tailwind to 220 knot TAS for 227 knot
ground speed. (If WCA had been 10° or more the
tailwind would be applied to the ETAS scale for an
accurate ground speed.)
Figure 25.
38
Figure 26.
39
For example, true course is 160°, intended ground
speed is 180 knots, and wind is 190° at 30 knots. Find true
airspeed and true heading:
1. Place true course (160) above TC index.
2. Place wind dot on 190° radial at wind velocity circle
for 30 knots.
3. Read 26 knot headwind on scale left of wind dot.
Add headwind to intended ground speed for true
airspeed of 206 knots.
4. Place 206 knots above TAS index. (Note: if the WCA
is 10 or greater, the TAS must be positioned above
the WCA on the effective true airspeed scale rather
than the TAS index; then the crosswind component
on the outer scale must be checked to make sure
it wasn’t changed in the move. If it has changed,
the ETAS must be set above the correct WCA. In
this example, the TAS index will indicate the correct
TAS when the ETAS is set above WCA.)
5. Read 16 knots right crosswind giving a 4° WCA.
6. Add right crosswind (4) to true course (160) for
164° true heading. TH may also be read above 4°
on the west variation scale.
40
Figure 27.
Off-Course Correction
You can determine the correction needed to reach a des-
tination if you know your miles flown, miles off course and
the miles to the destination.
For example, 40 miles flown, 5 miles off course, with
160 miles to the destination. Find the amount of correction
you need to the heading:
1. Set the miles flown (40) opposite the TAS index
(see Figure 28).
41
2. Find the miles off course (5 depicted as 50 on the
computer) on the outer scale and read the correc-
tion needed (7°). This is the number of degrees you
must correct your heading to parallel your intended
course.
3. Find the number of additional correction needed to
reach your destination; place the miles to destina-
tion (160 depicted by 16 on the computer) opposite
the TAS index (see Figure 29).
4. Find the miles off course (5 depicted as 50 on the
computer) on the outer scale and read 18 on the
inner scale. Additionally, it is also opposite a point
between 1-1/2 and 2° on the scale containing the
18 (use 2).
5. Add the degrees correction necessary to parallel
your course and the additional correction neces-
sary to reach your destination to get the total cor-
rection needed: 7 + 2 = 9°.
Figure 28.
42
Figure 29.
Note: If you are off course to the right, correct to the left by subtract-
ing the correction to your compass heading. If you are off course
to the left, correct to the right by adding the correction to your com-
pass heading.
43
44
Answers to Sample Problems
Basic Arithmetic, Page 9
1 . 85
2 . 720
3 . 13.5
4 . 60
Conversions, Page 11
1 . 23 Statute Miles, 37 Kilometers
2 . 41.7 Nautical Miles, 77.2 Kilometers
3 . 59.4 Nautical Miles, 68.4 Statute Miles
45
True Altitude, Page 26
1 . 4,750’ above ground, 9,750’ True Altitude above sea
level
2 . 7,300’ above ground, 10,300’ True Altitude above sea
level
3 . 7,200’ True Altitude
46
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